US10322713B2 - Method for controlling a hybrid transmission for a motor vehicle taking into account transition interruptions between kinematic modes - Google Patents

Method for controlling a hybrid transmission for a motor vehicle taking into account transition interruptions between kinematic modes Download PDF

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US10322713B2
US10322713B2 US15/302,779 US201515302779A US10322713B2 US 10322713 B2 US10322713 B2 US 10322713B2 US 201515302779 A US201515302779 A US 201515302779A US 10322713 B2 US10322713 B2 US 10322713B2
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transition
kinematic mode
kinematic
mode
current
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US20170120895A1 (en
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Jean-Marie Vespasien
Vivien LALLERON
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Renault SAS
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Renault SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B60L11/14—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B60W2510/0225—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/70—Control of gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/421—Dog type clutches or brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/24—Interruption of shift, e.g. if new shift is initiated during ongoing previous shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/30—Shifting characterised by the way or trajectory to a new ratio, e.g. by performing shift according to a particular algorithm or function
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/915—Specific drive or transmission adapted for hev
    • Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio

Definitions

  • the technical field of the invention relates to the control of a hybrid transmission with several modes for a motor vehicle, and more particularly, the control of such a transmission during mode change interruptions.
  • FIG. 1 shows a hybrid transmission for a motor vehicle comprising a primary shaft 1 connected to a flywheel 2 , itself connected to an internal combustion engine 3 .
  • a second primary shaft 6 concentric with the first primary shaft is connected to an electric machine 7 .
  • the two primary shafts 1 , 6 are provided with a set of gears 4 , 8 , 9 in order to transfer motive energy to a secondary shaft 10 that is also provided with a set of gears 11 , 12 , 14 , connected to drive wheels via another intermediate drive 15 and a differential 16 .
  • Two coupling means 5 , 13 allow for different kinematic modes involving different connections of the internal combustion engine 3 , the electric machine 7 and the drive wheels.
  • FIG. 2 illustrates the various kinematic modes available depending on the positions of the dog clutches of the coupling systems.
  • the first coupling means 5 between the two primary shafts 1 , 6 can occupy three positions.
  • the internal combustion engine 3 drives the drive wheels independently of the electric machine 7 ,
  • a third position position 1 of the primary dog clutch-coupling
  • the internal combustion engine 3 and the electric machine 7 are coupled so as to add their respective torques in the direction of the wheels.
  • the second coupling means 13 directly connecting the second primary shaft 6 connected to electric machine 7 and the secondary shaft 10 can also occupy three positions:
  • a first position position 0 of the secondary dog clutch-neutral
  • the electric machine 7 is not directly coupled to the secondary shaft 10 .
  • the electric machine 7 In a second position (position 1 of the secondary dog clutch-city), the electric machine 7 is directly connected to the secondary shaft 10 with a first ratio.
  • each of the coupling means 5 , 13 (which notably comprise dog clutches) allow new operating modes to be obtained, designated as (for example) Hyb21, ZEV1, Hyb11, Therm2, Neutral, Recharge, Hyb23, ZEV3 and Hvb33. It is possible to switch from one mode to the other by a set of transitions referenced a1 to a24 in FIGS. 2 and 3 .
  • FIG. 1 One of the competitive advantages of the type of transmission presented in FIG. 1 is that it does not include a mechanical synchronizer. Passing from one kinematic mode to another thus requires electronic control of the synchronization of the elements to be engaged.
  • the mode change is more or less time-consuming.
  • the driver's intentions can change so as to call into question the transition in progress.
  • the invention relates to a method for controlling a hybrid transmission for a motor vehicle operable in at least two kinematic modes involving different connections of at least one internal combustion engine, of at least one electric machine and at least two drive wheels.
  • the method includes the following steps:
  • the transition between kinematic modes is controlled according to the current kinematic mode at the onset of the transition and a kinematic mode setpoint,
  • the transition is continued or a new transition is carried out according to the result of the determination of an interruption of the action.
  • the current kinematic mode is stored in an initial kinematic mode value and the kinematic mode setpoint in a final kinematic mode value, then
  • the transition step counter is initialized to 1, then
  • the mode transition is commanded to the kinematic mode of the transition step, then it is determined if the current kinematic mode is equal to the kinematic mode of the transition step,
  • the transition step counter is incremented, then the method continues to the mode transition control step to the kinematic mode of the transition step,
  • the method continues in the control step from the mode transition to the kinematic mode of the transition step.
  • the stress relating to the interruption decision is performed, then it is determined if an interruption of the action is preferable.
  • the method continues at the step during which it is determined that the kinematic mode setpoint corresponds to the current kinematic mode
  • the transition continues toward the kinematic mode of the transition step
  • the method continues to the transition continuation step toward the kinematic mode of the transition step,
  • the method continues to the step during which it is determined if the kinematic mode setpoint corresponds to the current kinematic mode.
  • the kinematic mode changes can be monitored to take place according to predefined shift trajectories.
  • the monitoring of the kinematic mode changes can make it possible to interrupt the action in progress so that the driver's intentions can be better taken into account.
  • the decision-making mechanism can be based on a comparison of the cost of the trajectories.
  • FIG. 1 illustrates a hybrid transmission for a motor vehicle
  • FIG. 2 illustrates the various kinematic modes of the transmission available depending on the positions of the dog clutches of the coupling systems
  • FIG. 3 is a simplified table of transitions taken from FIG. 2 .
  • FIG. 4 illustrates the main steps of transition control method allowing the kinematic mode change while taking interruptions into account
  • FIG. 5 illustrates a method for monitoring kinematic mode transitions comprising transition interruptions.
  • FIGS. 2 and 3 the nine states E 1 to E 9 of the transmission of FIG. 1 , and the 24 possible transitions a 1 to a 24 between these states are represented.
  • Several paths are possible to move from one state to another. For example, to go from state E 1 to state E 7 , the chains E 1 , a 5 , E 4 , a 15 , E 7 or E 1 , a 5 , E 4 , a 11 , E 5 , a 17 , E 8 , a 23 , E 7 , etc. may be performed.
  • a cost (or weight) relative to each transition must be introduced in order to be able to determine how to satisfy the decision criteria selected.
  • c i represents the cost associated with the a i transition.
  • Cost( E 1 ,a 5 ,E 4 ,a 11 ,E 5 ,a 17 ,E 8 ,a 23 ,E 7 ) c 5 +c 11 +c 17 +c 23
  • FIG. 4 illustrates a method for controlling the transmission making it possible to pass from a current kinematic mode to a kinematic mode setpoint. This method includes taking into account a transition interruption in the form of a kinematic mode setpoint change, in the course of transition.
  • the method comprises three large sets of steps for controlling the transition between kinematic modes, to make a decision on whether a transition interruption, during a change request of the driver, then continue the transition or begin a new transition depending on the outcome of the decision.
  • Steps 17 to 25 are used to control the transition between kinematic modes.
  • Steps 26 and 27 are used to make a decision on the possibility of a transition interruption, during a change request of the driver.
  • Steps 28 to 30 are used to continue the transition or to begin a new transition depending on the outcome of the decision.
  • a first step 17 it is determined if the kinematic mode setpoint corresponds to the current kinematic mode. If this is the case, the method is terminated.
  • the method continues during a second step 18 , during which the current kinematic mode is stored in an initial kinematic mode value and the kinematic mode setpoint in a final kinematic mode value.
  • the transition step counter is reset to 1.
  • step 21 during which the mode transition is commanded to the kinematic mode of the kin_mod(i) transition step.
  • a step 22 it is determined if the current kinematic mode is equal to the kinematic mode of the intermediate transition step.
  • step 23 it is determined if the current kinematic mode is equal to the final kinematic mode. If this is the case, the method is terminated. If this is not the case, the transition step counter is incremented to step 24 before the method continues to step 21 .
  • step 22 If it is determined in step 22 , that the current kinematic mode is not equal to the kinematic mode of the kin_mod (i) transition step, the method continues to step 25 during which it is determined if the kinematic mode setpoint is equal to the final kinematic mode.
  • step 21 the method continues to step 21 . If this is not the case, the method continues to step 26 , during which the stress relating to the interruption decision described above in step 27 is performed, it is determined if an interruption of the action is preferable.
  • the cost analysis favors the interruption in relation to continuing the current action.
  • step 27 If, at step 27 , it was determined that there is an interruption of the current action, the method continues to step 28 , during which the stopping of the current action is commanded at the transmission level followed by resumption of the method at step 17 .
  • step 27 If, at step 27 , it was determined that current action is not interrupted, the method continues to step 29 during which the transition continues to the kinematic mode of the intermediate transition step.
  • step 30 it is determined if the current kinematic mode is equal to the kinematic mode of the targeted intermediate transition step. If this is not the case, the method continues to step 29 . If this is the case, the method continues to step 17 .
  • FIG. 5 illustrates the monitoring method including management of transition interruptions.
  • T i-j the state allowing the control of the transition from state E i to state E j
  • the decision-making mechanism makes it possible to assess the flags iT i-j .
  • the transition T i-j passes to transition T j-i which makes it possible to return to state E i .
  • the kinematic mode changes are thus monitored to take place according to predefined shift trajectories. This monitoring makes is possible to interrupt an ongoing action so that the driver's intentions can be better taken into account.
  • the decision-making mechanism is based on a comparison of the cost of the trajectories.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Power Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US15/302,779 2014-04-11 2015-03-10 Method for controlling a hybrid transmission for a motor vehicle taking into account transition interruptions between kinematic modes Active 2035-10-30 US10322713B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1453265A FR3019791B1 (fr) 2014-04-11 2014-04-11 Procede de commande d'une transmission hybride pour vehicule automobile avec prise en compte des interruptions de transition entre modes cinematiques
FR1453265 2014-04-11
PCT/FR2015/050590 WO2015155428A1 (fr) 2014-04-11 2015-03-10 Procédé de commande d'une transmission hybride pour véhicule automobile avec prise en compte des interruptions de transition entre modes cinématiques

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US20170120895A1 US20170120895A1 (en) 2017-05-04
US10322713B2 true US10322713B2 (en) 2019-06-18

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US (1) US10322713B2 (fr)
EP (1) EP3129266B1 (fr)
JP (1) JP6727132B2 (fr)
CN (1) CN106458008B (fr)
FR (1) FR3019791B1 (fr)
WO (1) WO2015155428A1 (fr)

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US9937916B2 (en) * 2015-07-21 2018-04-10 Ford Global Technologies, Llc Methods and system for reducing transmission shifting
FR3079278B1 (fr) * 2018-03-23 2020-10-09 Renault Sas Procede et systeme de commande d'un actionneur de boite d'une transmission pour vehicule automobile a propulsion hybride

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FR3019791A1 (fr) 2015-10-16
WO2015155428A1 (fr) 2015-10-15
CN106458008A (zh) 2017-02-22
JP2017514076A (ja) 2017-06-01
FR3019791B1 (fr) 2017-11-03
US20170120895A1 (en) 2017-05-04
JP6727132B2 (ja) 2020-07-22
EP3129266B1 (fr) 2019-08-07
CN106458008B (zh) 2018-10-12

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